Generating electric traction and control system



Sept. 14, 1948. T. o. LlLLQUlST 2,449,399

GENERATING ELECTRIC TRACTION AND CONTROL SYSTEM V 2 Sheet'sShee1-. 1

Filed Aug. 21, 1947 3nventdr B] W (ltomegs Sept, 14, 1948. Q LILLQUIST 2,449,399 I GENERATING ELECTRIC TRACTION AND CONTROL SYSTEM Filed Aug. 21, l947 2 Sheets-Sheet 2 43/ 5 1 /.9 f1 7 w 1 K M JK/AQ Snnentor zz zzw/rymz atton lel ys Patented Sept. 14, 1948 GENEBATINGKELECTRIC TRACTION AND. co 'rRoL SYSTEM.

Torstcn fli'Lillqu ist;-Hinsdale, 111., assignor to General--Motors Corporatin, Detroit, Mich a corporation of'Delaware Animation Au ust. 21 1947., Serial .N0-.'769',79.0.

12 Claims. (Cl. 290+e-17) 1 The combined means, includedin this system for accomplishing t e. above object, together with other features provided thereby will becomcapr. parent toy-reference to the following detailed .de;v scription and drawings illustrating this combine-.-v tion. .of. means included. in. .a. generating electric traction and control syst-em. which i particnlarly adaptable for locomotives of. the... Diesel electric type.

Figure 1 of the.drawimnsx is. a diagr mmatic showing of, the, traction and. manual control means and connections therefor...

Figure, 1a.. of t the drawings is a diagrammatic showing. of theautomatic neans andconnections with the. manualc nt l means s o i Fi u e. 1.

As best illustratedin. Fi ure. 1 the enerating electric traction system includes .a, generating. electric power plantcomprising a Diesel engine E and a compound elcctrlc generator G. dr,i.v e n, thereby and included ,inan electric power circuit, shownby. heavy lines, ,along with traction. m0.- tors M l M2, M3, M4 .of.,th e series type-which are p y nne tedin c nventiona m nner t s p a les. not-shown, of, the locomotive.. Se-. ries; contactors 1 SM- and. s 23 .panallel, contacliors -PZ;: 3 a d. P4 adamot r'fi l shl m a n r tactor .ofthe -ele.ctrmnaeme ictime:and havin stationary contacts connectedin the; power circuit: and contacts 'imov-able intocontact therewith 1-to-..

gether with suitable sta'tionaryand movablesinter-r lnseparateshunt relation with each of the motor series field windings tor both" the series-parallel and,- parallel circuitrelations upon closure of: the

power circuit contactsof the motor field shunti eontactor Speed, load and output regulating -means are provided for the power-plant. Thiscontrol-means includes a governor GOV actingin response to the speed of the power-plant and havingelectromagnetic means Ll, 112,113, L4 and L5 -for-changing the speed response; thereof sothat the governor GOV adjusts the engine fuel rack, not shown; and

a gen-eratorfield rheostat FR to cause operation of the power plant at anyone of a-plural-ity of predetermined constant-valuesof speed; load and output in a well known manner by operation of a manually operable master power controller---C', shown operably connected by eparate train-line conductors in a train line conduit with theelectr o-magnetic speed response controlling means Ll, L2, L3, L4 and Lifer the governor GOV and similarmeans of the governors'of other locomotives-connected theretobythese-train lin-e conductors.. The governor GOV'is also provided wlth an overriding solenoid ORS which when J energized causes the field rheostat to be automatically moved to reduce the excit-ationof the generator G- and its .output-to-the traction motors.

The generator G is shownrprovided with-ase- 'riesfielcl winding SE, a shunt fieldwinding SF and: a battery excited fieldtwindin'g. BF; The-shunt and battery fields are energized. and deenergized-in response to the. action of a shunt fieldtrelayvSR: and a batteryfield relay BRiof the-selectromag netic typa each having. suitableiin'terlocking. con 'tacts connected with the above imen-tionedt con-1 tactors, master controllers andautomati-c control meansto be described.

The generator shunt field SF::is.. shown-:cone, nected in series with the normally open loweripa-irof contacts of the relay SR across thetgenerator armature. A field discharge resistorSD-is; shown connected across. these relay. contacts-rand. the, shunt ,field winding.

Abattery BAT is provided for energizatlon-of'. the-generator battery field winding BFLand-the various contactors and control relaysthrough train line interlocking. and control connections;

' shown in lighter lines on the drawings,and which will now; be: described. The positive terminal; of;

the-battery BAT is connectedby a-conductor l toone contact of a control switch B, the other contact of which is connected by a conductor"! to-the stationary contact of the masterpower controller C second from the top. The ne ative" switch SS by a conductor 5. The negative train line control conductor is shown entering a train line conduit which also includes other train line control conductors which are adapted to be connected to identical train line control conductors on other locomotives by suitable connectors, not shown, for multiple control and operation. As most of the contactors and relays and generator battery field winding have one winding terminal connected directly to the negative train line conductor NC, each of these winding terminals and this conductor are shown grounded to indicate a connection to the negative control conductor NC and thereby simplify the drawings.

The other upper contact of the selector switch SS is connected to the negative return winding terminal of the motor field shunting contactor M and a parallel relay PR and certain of the automatic control means by conductors 7, 9 and II. Each of the other stationary contacts of the master power controller C are shown connected by separate train line conductors with each of the electromagnetic speed response varying means Ll, L2, L3, L4 and L5 of the governor GOV. The stationary contact of the manually operable power controller C, second from the bottom, is also connected by a train line conductor l3 shown leading from the train line conduit and a branch conductor with a stationar contact, second from the top, of the manually operable master transition controller TC. The upper stationary contact of the transition controller TC is connected by a conductor I5 to a train line conductor I! which is connected to a conductor 19. The conductor I9 is shown connected to one of the intermediate contacts of the selector switch SS. The upper normally open contacts of the battery field relay BR are connected by conductors 2l-23 in series relation between the other winding terminal of shunting relay M and the other intermediate contact of the selector switch SS. The stationary contact of the transition controller TC, second from the bottom, is connected by a conductor 25 to a conductor 21 shown connected to one of the lower contacts of the selector switch SS and to a train line conductor 29. The other lower contact of the selector switch SS is connected to a conductor 3| which is shown connected by a conductor 33 to the other winding terminal of the parallel relay PR and to one of the normally open pair of contacts of this relay by a conductor 35. The other relay contact of this pair is connected by a conductor 31 to the conductor 21. The lower stationary contact of the transition controller TC is connected by a conductor 39 to a positive train line control conductor PC.

The generator battery field BF and field rheostat FR are connected in series relation by conductors 4l43 between the positive battery terminal and the negative train line control conductor NC. The winding of the governor overridin solenoid ORS and lower normally closed contacts of the battery field relay BR are connected in series relation by conductors 45-41 between the conductor 4| and negative train line control conductor NC. The normally closed contacts, second from the bottom, of the relay BR are connected in series relation with a battery field discharge resistor BD directly across the battery field BF by conductors 495l-53, The normally closed contacts, second from the top, of the relay BR are connected in series relation with the normally open contacts of the parallel relay PR, second from the top, the normally closed upper contacts of the relay M and the winding of the parallel contactor Pl between the positive and negative train line control conductors PC- NC by means of the conductors 55565'|59 8|. One terminal of the winding of the relay BR is connected to the negative train line control conductor NC and the other terminal is connected by a conductor 63 to one of the normally open upper pair of contacts of the generator shunt field relay SR. The other relay contact of this pair is connected by a conductor 65 to a conductor 61 which is connected through a resistor R to one winding terminal of the relay SR, the opposite winding terminal of which is connected to the negative train line control conductor. The conductor 61 is also connected to one of each 01 the two lower pairs of interlocking contacts of the parallel contactor P3, one pair shown normally closed and the other pair shown normally open. The other contact of the normally open pair of contacts of the contactor P3 is connected by a conductor 69 to one of a normally open pair of contacts of the relay PR and the other contact of this pair is connected to the conductor l3. The other contact of the above mentioned normally closed pair of interlockin contacts of the parallel contactor P3 is connected by conductors Ill, ii and 12 in series with the lower normally open contacts of contactors SM and S23 to one of a normally closed pair of contacts of the relay PR, second from the bottom in Figure 1, the other contact of which is also connected to the conductor l3. Conductors T3-'|5 connect the junction between the resistor R and one winding terminal of the relay SR to one contact of each of 3. normally open pair of separate wheel slip relays WSM and W523, the other contacts of which are connected to the negative train line control conductor. The winding of the relay WSM is connected in series relation between the center tap of a resistor RI, shown connected directly across the generator power circuit by conductors 16-18, and one of a normally open upper pair of interlocking contacts of the series contactor SM by a conductor 11. The other interlocking contact of this contactor is connected by a conductor 19 to the power circuit conductor extending between the parallel contactor PI and the series contactor SM serving to connect the motors MI and M4 in series circuit relation across the generator G power circuit. The winding of the other wheel slip relay W823 is connected in series relation between the center tap of another resistor R2, likewise shown connected across the generator power circuit by conductors 808|--82, and one of a normally open upper pair of interlockin contacts of the series contactor S23 by a conductor 83. The other interlocking contact of thi contactor is connected by a conductor 84 to the power circuit conductor between the parallel contactor P3 and the series contactor S23 serving to connect the motors M2 and M3 in series circuit relation across the generator power circuit.

Another conductor 85 is connected between the positive train line control conductor PC and one of the lower normally closed pair of interlocking contacts of the contactor PI and a branch conductor 86 leads from the conductor 85 to one of the normally open intermediate pair of interlocking contacts of the contactor PI. The other contact of this normally closed lower pair of interlocking contacts of the contactor PI is connected by a conductor 81 to one winding terminal 01' the series contactor SH, the other terminal of which is connected to the negative train line control 5:? conductor NC; Theother interlockingcontactofi the intermediate, pair; of the contactor FL is con: nected bypalconductor 89, to one of "the normally closed intermediatepair-z of interlocking contacts of the contactor vSZtHand the, othercontact of i this pair is connectedby a conductor 9.I- :totonel windingvterminal of the parallel contactor--93; the other terminal of which ,iscOnnected; to the .nega-.v tive train line, control conductor NC; The uppernormally, open pair of interlockin contaotsof the parallel contactor P I are connected in series rela1- 7 tion between; the conductors 6l and iltby .a con,- ductorfli;

Th n rma ly sed, int rl cki g onta ts of. thecontactonPZ are connectedin seriesbetweenr t e. os ti ain I n trol c nductor. PG :and; onewind ns er nal of the; e ie contactor era--- by; conductors; v 5--9.'I. The other windlngzxterml i alc e c c or .5 3 isc n ect tothene -a: tive train linecontrol conductor;-

Thc.; pp m r pe Pair of in erlo kin contact ofthe parallel contactor P3 and-thenormally closed intermediate interlocking contactsof the series contactor S I4 ,are'connected in series relation betweenthe positive train line control conductor PC-and one winding terminal of the; parallel contactorP I by conductors 99--IOI; and I03; The other winding terminalof the contactor PMs. connected to the negative train line control conductor and a conductor I05 is connected betweenthe conductor IOI and the conductor 89. The positive train line conductor PC is connected to one of: the normally open interlocking contacts of the parallel contactor P4 and; a conductor III'I' is-cOnnected between the other interlocking contact and one; winding terminal of the parallel contactor P2,; the other terminal of which is c0nnected to the negative train line control con: ctors A,-tr ansition indicator TI is locatedsadiacent; the transition controller TC anda normally closed; pair of interlocking contacts of thecontactor M; arelconnectedby conductors I09,I I.-I inserles relation between one terminal of the indicator TI' and one terminal ofa meter, shunt MS which is connected in the power circuit in serles with the motor M4. The other terminal of the; shunt MS and the indicator TI are connected by a conductor I I3. The indicator accordingly indicates the voltagedrop across the shunt or current-flowing through the motor M4 and the-dial is-calibrated to indicate proper currentvalues -for--making transition between the various motor circuit-relations. A.resistor-R3 for the transition indicator TI i shown connected directly acrossthe-aboyementioned normally closed contacts of; the com tactor M byconductors I I5--I I! to change: the; calibration of the transition indicator.--

The automatic transition control means, shown inFig.-'1a includes a forwardtransitiomrelay F'IRa which acts in response to the voltagecI-t-he-- generatorG to control forward transitioncf the traction motor connections and the shunting of the; motor field windings. s The windingwofsthe relaylTP. is connected inseries with a tapped resistor R4, directly across'the generatorszpower circuit by means of conductors llfl -fllzand; the conductors 8I,- 8\2, Thelower normally closed contacts of, ,a time delayrelay TDBror-controlling backward transition, one pair of norn-rallyopera;v contacts of the contactor M,, second from the; bottom, and .onepair of normally; open contaets of .the, parallel relay PR, second fr om, thebott arelconnected in series relation betweemac}; ace t tans-of? thare stor .Rlloyv conductorsy -ll w l5se 7'5 6; lfl -t-tlktand I 3L; Thelowe'r contactslcithecona tactor M and the contacts, third from therbottom'. Qt the relay PRnare: connected in v series relation between the conductors-I lflyand I3:I by a con 4 ductor 432:1 It: wi-ll'gbe notedethat the time delayrelay TDB fissprovided with a, dashpot and plunger- DP to, delay; upward closing movement of the ar. mature iupon energization of the; -relay winding.

The; upper normally ,open' contacts of I the relay are-connected in series relationbetween the conductor I 9: :and, a conductor I 33 shown 1 con..-

neotedtoone; of each of a normally open pair of 1 cont cts of. the contactor Mandarelay PM forthe, Mcontactor-bya conductor I 35'. Aconductor I 5k is" c nnected between the conductor 1 35; and. the, conductor; l sh0yvn--in Figure 1. The other: contact-pf: the above mentioned normally open. pairaoncontacts'cf tires-relay: PM is connected to; tha conducta l rwhichi asshow in Fi e awis;v also: connectedto Ethe positive. train line 7 control 1 conductors PC;v The other; contact, Of the above mentiongdnormally; open pair of, contacts of the ontactor; M1115 connected in series relation lw n thcqnorma it c osed u per p ir of contacts ofrt parallel relay. PR by conductors I39-I4I1 to the conductor la shown-inFigure 1. The conductor,

Iserving as a negative: returnconductor for the qnta tonM-ls ds elay PBi lso, conn cted-to th turnwindine rminal of a time del y r y anclbya branch conductor I 43 tothe return wind,- ing terminal of the relay PM. Thelnormally open;z pair of contacts ofnthe time delay relay TD and the normally open lower pair of contacts of the relay. are connected in series by conductors of; contactsrof the relay; PR; shown at. the top of' Fi ure-1a; a d-also.- to the conductor 21. The time delay relay is provided with a dashpot and p1un i ,r-\DP;I-1for delaylngcupward closing movement of the armatureupon energization of the relay wlndlngi The normally open. intermediate pair of contactsoftherelay FTR' are connected. in series; relation, by. conductors I49-I 5 I. between the; other contact of t the above mentioned nor.- mally closed pair of contacts'of the relay PR'and he o herwindinaterminal ofthe relay PM.. The

normally open upper pair of contactsef the relay PMn:ar e connected by conductors I 53--| 55?I 5?! between the, conductors I 49-4 5] and therefore in' shu nt relationiwithythenormally open intermediate contacts. ofirthe relay F'I'R. One pairor normally open contacts of the contactor Mis shown connected in series :between the conductor Hi -and theother windingterminal of the time. de-layrelay TDlbyta conductor I 59;

Automatic backward transition of the traction motor; connections an; dlthe shunting of the motor field; windin s irscontrolledpby a backwardtransition-relayiBTRglacting.in response to variations in-the generator current andyby operation of the timedelayrelay 'I'DByand a relay KP: The wind-' ing ot the backward transition relay BTR is :connected in -series: with a tapped resistor R5 across the terminals; of, a non-inductive vshunt NIS by, 6;I -=-I6 3+.-I6 5. The shunt NIS'isim series-circuit; relation with one of the main generatpr; power. conductors shown in Figure 1. The l armature ,of the relaytBTRli pivotally connected; to-rapivotedarm ature which is normally engaged with a lower stationary contact and is upwardly movablei into engagement with an upper station-- aryvtcontact upon energization of thewin-din-g.- Adjacent .=.ta-ps of :the tapped resistor R5 are connect-edsacrossothe normally closed -lowerrcontacts of; theeparallelrrelay PRiby-=conductors-I 61 4 692 The pivoted arm of the relay BTR is connected by a conductor Hi to a terminal of one winding of the relay KP, the opposite terminal of this winding is directly connected to a terminal of another similar winding, the opposite terminal of which is connected to the negative control conductor NC. The upper normally open pair of contacts of the relay KP are connected in serie between the directly connected terminals of the two windings and the lower contact of the relay BTR, on which the arm of the relay normally contacts, by means of the conductors l'l3l15. A tapped resistor R is connected in series between the positive control conductor PC and the upper stationary contact of the relay BTR, which contact is also connected to the negative control conductor NC. The tap of the resistor R6 is connected by a conductor 111 to the conductor H5. The normally open lower pair of contacts of the relay KP are connected in series between the conductor I43 and the negative control conductor by a conductor I19. The normally closed upper contacts of the relay TDB are connected in series between the conductor I18 and the negative control conductor by a conductor lBl One pair of normally closed contacts of the contactor M are connected in series between the conductor 63, shown in Figure 1, and one winding terminal of the relay TDB by conductors [83-485. The other winding terminal of this relay is connected to the negative control conductor.

Manual control and operation In order to provide manual control of the locomotive, the control switch B is closed, the selector switch SS is moved to the closed or manual control position, conventional reversing means, not shown, is provided to select forward or reverse drive of the traction motors, the drum DC of the power controller is moved to the engine idling control position I to bridge the stationary contacts second from the bottom and top and the transition controller drum DC! is moved to the series-parallel position SP to bridge the contact second from the top and the bottom contact thereof. This connects the positive terminal of the battery BAT through conductors l3l 339 to the positive control conductor PC. This completes a circuit from the conductor PC through the closed lower interlocking contacts of the parr allel contactor PI and conductors 85-81 to one winding terminal of the series contactor SM and also connected through the closed lower interlocking contacts of the parallel contactor P2 and conductors 95-43! to one winding terminal of the series contactor $23, as the other winding terminals of the contactors Sl4--S23 are connected to the negative control conductor NC. This causes closure of the upper power contacts of the contactors S|4-S23, to cause each pair of motors to be connected in series across the generator or in series parallel relation therewith, and also the closure of the upper and lower and the opening of the intermediate interlocking contacts of the series contactors. Closure of the upper interlocking contacts connects each of the wheel slip relays WSM and WS23 between the motors of each pair and the center tap of one of the resistors Rl-R2 across the generator. Closure of the lower interlocking contacts of the series contactors SMS23 completes a circuit through these contacts, the closed contacts of the parallel relay PR, second from the bottom shown in Figure 1, the lower interlocking contacts of the parallel contactor P3, the resistor R and winding of the shunt relay SR increase the speed thereof.

8 and conductors 13-40-11-12-61 and NC to cause closure of the upper and lower contacts of this relay. Closure of the lower contacts of the relay SR shunts out the discharge resistor SD, connected across the generator shunt field winding SF and energization thereof.

Closure of the upper contacts of the shunt relay SR completes a circuit from the conductor 61 through these contacts, conductors 63-85, and through the winding of the generator battery field relay BR to the negative train line conductor. This causes energization of the winding of the relay BR and closure of the upper two pairs and the opening of the lower two pairs of this relay, only when the shunt field relay SR is energized and the contacts close. The opening of the lower pair of contacts of the relay BR breaks the circuit connection comprising the conductors 45-41 to the overriding solenoid ORS of the governor. The opening of the contacts second from the bottom of the relay BR opens the shunt connection across the generator battery field winding BF, which connection include the conductors 495l-53 and the battery field discharge resistor BD, to cause energization of the battery field winding by the battery BAT through conductors 4l43, the field rheostat FE and conductor NC. The closure of the contacts of the relay BR second from the top sets up a circuit connection comprising conductor 5Gl5-5l including the normally open pair of contacts second from the top of the parallel relay PR and the normally closed upper contacts of the contactor M to the winding of the parallel contactor PI.

The traction motors M l M2M3-M4 are accordingly connected in series parallel circuit relation with the generator G whose shunt and battery field windings SF-BF are energized but as the engine E is operating at idling speed there is not suflicient power output from the generator to drive the motors until the power controller C is moved between positions I and 8 to increase the speed response of the governor GOV and the speed, load and output of the engine and generator to the traction motors.

Manual forward transition between serz'cs-paraZZeZ and series-paraZlel-shunt motor circuit relations Upon an increase in speed of the locomotive to 19 miles per hour the speed and back voltage of the motors increase to reduce the generator current and motor torque. Upon a decrease in current to a given value corresponding to a speed of 19 miles an hour, as indicated on the transition indicator TI, which is connected by conductors l09lllll3 in series with a resistor R3, normally shunted by a pair of closed interlocking contacts of the contactor M and conductors H5-IIT, across the meter shunt MS in series with the power conductor of the motor M4, the transition controller drum contact is moved to the series-parallel-shunt position SP8 to connect each of the motor field shunting resistors MRlMR2MR3--MR4 in shunt relation with the respective motor series field winding to reduce the field excitation current and thereby decrease the back voltage and increase the generator current supplied to the motors and When the transition controller drum contact is in the seriesparallel shunt position it contacts the upper stationary controller contact and completes an energizing circuit to the winding of the motor field shunting contactor and causes the opening thereof and the insertion .of shunting resistors .1 across the im'otor' field' windings. andi-also causes the opening .of ithe'ipairiofrclosed contacts mentioned ab'ove'ito insert' the resistor R3 :in :series with the trarisitionyin'dicator TI to reduce the current indicated thereby upon :the resulting rise in" current applied ".to the motors' and indicator. 1 The ener gizingcircuit of :the winding of the contactor Mrinclude'd the closed upper'and intermediate poles of the selector switch SS and the now closed upper --contacts of the relay BR and the train line 'conduc'tors Ill- 41 and conductors |5'-'l9- 2 L n- 5 1 and negative train line conductor Antiawheel .s'lz'p'ccontr'ol wzth motors in "seriesparallel i or "series-parallel-shunt circuit "rela- -11; will :benoted that withithe motors in seriespa'rallel or series -pa-rallel shunt circuit relation thateach ofthe windingsof thewheel-slip relays is" connected "between the center tap. of one of theres'istors RL-RZpeach of which-is connected across 'the generator. and through a pair ofilnlierlocking contacts which. arenow closed-to a point between w-eachi pair of :series connected traction motors. -Asl+,longas"the' wheelsadriven by. each motor -of ai-series-connec-ted pair rotate at "equal speed no'currentawill flow throughthe winding of eitherwheel slip relay butif the wheels driven by one motor. of: either pair slip circulating-current will flow -.through :the: wheel slip relay winding toonnectedc-between a-series connected pair of motors to cause closure of .the contacts thereof torshuntzthe winding of-the shunt relay SRand its-armature *will :fall to the rnormalposition shown. Ihis causes 'deenergization of the winding ofithe' battery=fieldrelay. BR and its armature likewisefalls to the normal position shown. [The falling 0f the armatures -of the shunt and batparallel connection and parallel connectionto furtery relays inserts thedischargeresistors SD and BD inthexgenerator shunt and battery field win-:zlings, causes 'energization "of" the governor overriding-- so1e-noid.'ORS to .cause movement :of thefield. rheostat ER in the batter tfield scircuit so' that: the generator excitation and: power zoutput to the: motors is,= fpromptlyre-duced "to :check slippage :of the wheels driven by any traction motor. 1 The winding "of the motor field shunting contactor M: is "also deenergized by the dropping outx-of th z armature of I the relaySR when the motors areconnected in :series parallel shuntrelation to "f urther check wheel slippage. When the speed; o'fthe wheels drivenxloy each. of the motors is balancedthe armatures of the wheel.

slip relay/are again deenergized and their. armaturesl drop out to restore the generator excitation and-mower: output .110 its original value 118,5 determinedaby the position. of the .power. controllerC. r Manual forwarwtramifiofi*between series-paral- "let-shunt and 'pam'llelmotor circuit relations ll he increase in: speed. .of uthe locomotive. to twenty-five :miles 1 per hour and motors when. connee-ted in iseries paralleleshunt' relation with the generator causes: an. increase in the t-motor: z back voltagemnd a. decrease. in the ggeneratorucurrent supplied to the-motors. .At a given=value ofwcurrent; corresponding teat speed of twenty-five miles per hour as now indicated by the transition indicator IT' with the resistor R3 in series therewith the transition controllers is 'll'lOVGd from the seriesparallelishunt :po'sitio-nzSPS to the. parallel: position P torcause forward transition betweenrthe seriesther decrease .the'motor back voltage in orderto further-increase the current supplied the motors and their torquoand sp fi' f t transition controller. drumto the parallel position P. causes it to move out of contact with the upper stationary controller contact and into contact with. the'stationary controller contact second fromthe bottom. The opening of the uppercontroller contactopens the energizingconnection to the windingof the motorxfield shunting contactor -M and its armature falls to the normal position,-. shown, thereby :to again: shuntout -,,the motor field shunting resistors MEL-MR2- MRS-*MRd: and-.the resistor R3 1 in .serieswith the trans-ition'indicator TI. Theclosing ofzthe...eontroller -oontact,--second from the bottom, completes an energizing-circuit through conductors 25-21-44-43-4 I-1-5---NC and the winding of the parallel-relay-PRwhich causes theopening of the upperY-cOntacts-and the-contacts; second fromthe -bottom;:and the closure of the. other contactsof this relay-shown in Figuresl. The closure of the :contacts .third from the top .of: the relay PR- establishes. an energizing holding. circuit to the winding. comprising conductors. 21-41- -41 Theopening-of thelowercontacts 0f.-the relay PRps-hown .in-Figure .1, opens. the energizing circuit to :the winding. .ofthe shuntfield relay;--SR andv its armature :falls to the normal positionmo insert the discharge resistor SD across the: seneratorshunt fieldand to-breaktheenergizing connection .to. the-winding :of' the batteryefleld relay BR which causes its armaturetofall to-zthe position shown to insert the discharge resistor BD across'thejgeneratorbattery-field BF and to'establish an" energization circuit throughthe"-lower relay:- contacts and conductors- PC-4 |-'-t4 5-'- '41'-- NC to =the-;;'governor.: overriding solenoid. -ORS to cause r the; governor IGOVz to-m-ove the: field. rheostat to. decreasezthe current inzthe' generator. batteryl fleld BF. and 1'10". ial-so cause *energization of the--windingt of.1t-he;.- parallelcontactor :Pl through: the v closed .z-contacts" of the relay: :BR; secondlfnom the top,.iand the: now closed: contacts or the parallel relay-aPRrsecondrfrom the :top, and the-mnner contactsoof theicontactor :and" .conductors-:PC-'-55-=56--51--59"6 I. The 'generator output r to the traction motors. 'is reduced eat this time: 2511118 discharge "resistors SD'BD areaconneeted "across: thewgenerator: shunt"; rand ibattery field-s SF---.BF. land; the resistance" of field .rheostat FR. is increased by the governor GOV to themaximum resistance valuednzresponseto action of. the

' energized overriding solenoid. 'GRS. Energization of the w'rrtdingrof: the parallelscontactor Plicauses closure of .the zpower" contacts: toszconnect 'the motor *J'Ml inirparallel' with' the: 'generatorvand the onen-ingziof (the: lowerl: interlocking contacts and closurevofi'thevupper' "and intermediate interlock- ;contacts"ofrthetcontactor P I. :Openingofthe lower interlocking contacts opens the energization circuitcomprising conductors PC85-.81..to the winding .Lofthe .ser-ies. .contactorS I 4 which. causes its armature to fall to the normal position shown. Slosure or? the intermediate interlocking "contacts of the 'cdntactor' P-l establishes energizing circuits to the winding of the parallel contactor'Pl. The cn'ergi-zatiomcircuitor the 'windingof the contactor "P' l'includes 1 conductors I PG--"-85- -8E-"89- l 05- 1-153" and the closed lower "interlocking "cont'aots'rot': the series contactorsl 4, when the armature rt'hereofrr'a lls to the- =norma'l -position shown. Energization of the winding of "the contactor' P4 causesl'c'losure of the power contactste connect the motor M4 across the generator, and also the closure of the interlocking contacts to establish an energization circuit through the conductors PC-IU'Z to the winding of the parallel contactor P2 to cause closure of the power contacts which connects the motor M2 across the generator and also the opening of the interlocking contacts which deenergizes the winding of the series contactor S23 and causes its armature to fall to the position shown with the lower interlocking contacts closed. The closing of these lower interlocking contacts of the contactor S23 establishes an energizing circuit including conductors 89-9l to the winding of the parallel contactor PS. This causes closure of the power contacts of the contactor P3 to connect the remaining motor P3 across the generator and the closure of the upper and intermediate interlocking contact-s. Closure of the upper interlocking contacts establishes an energizing holding circuit through conductors PC-I I-l 03 and the lower interlocking contacts of the contactor SI 4 to the winding of the parallel contactor P4. Closure of the intermediate interlocking contacts of the contactor P3 reestablishes the above described energization circuit to the winding of the shunt field relay SR and closure of its contacts which again causes deenergization of the overriding solenoid CBS and energization of the winding and closure of the battery field relay BR as described previously to again cause reexcitation of the battery and shunt fields of the generator G and power output to the traction motors Ml-M2M3-M4 which are new connected in parallel with the generator.

Manual forward transition between parallel and parallel-shunt motor circuit relations When the speed of the locomotive reaches fiftytwo miles per hour and the speed of the parallel connected motors increase to a value causing a decrease in the generator current to a preselected value, as indicated by the transition indicator TI, the transition controller drum DCI is moved to the parallel-shunt position which again reestablishes the energizing circuit to the motor field shunting contactor M and causes the shunting of the motor field windings to cause an increase in the current and torque thereof in order to obtain maximum speed of the locomotive upon the movement of the power controller to position 8 to cause operation of the engine and generator at the maximum value of speed, load and power output.

The foregoing changes in the motor connections are for increasing speeds of the traction motors and locomotive and are referred to as forward transition of these connections.

For decreasing speeds of the motors and locomotive upon increasing loads, an opposite change in the motor connections will be referred to as backward transition of these connections, which will now be described.

Manual backward transition between parallelshunt and parallel motor circuit relations With the motors in the parallel-shunt circuit relation, upon an increase in load, the speed of the motors and locomotive will decrease and cause a decrease in the motor back voltage and an increase in the current supplied to the parallel connected motors. When the load current increases to a preselected value, corresponding to a. speed of forty-five miles per hour as indicated on the transition indicator, the transition controller is moved back from the parallel-shunt to the parallel position. This causes deenergization ot the motor field shunting contactor winding and its armature will fall to the normal position, shown, to shunt the resistor R3 in series with the transition indicator TI, motor field shunting resistors MRlMR2--MR3-MR4 and restore full excitation current to the fields to cause an increase in the back voltage and a reduction in current supplied to the motors and a reduction in their torque output.

Manual backward transition between parallel and series-parallel-shunt motor circuit relations Upon a further increase in the motor load current corresponding to a, decrease in speed to twenty-three miles per hour, as indicated by the transition indicator, the transition controller TC requires movement thereof to the series-parallelshunt position or a backward movement of the power controller C to prevent overloading of the generator G. When the controller TC is moved backward to the serles-parallel-shunt position the energizing circuit comprising the conductors 25-21-3 l-33 to the winding of the parallel relay PR is broken and its armature falls to the normal position shown. This breaks the energizing circuit comprising the circuit connections [3-81 from the lower contacts of the relay PR, shown on Figure 1, to deenergize the winding of the shunt relay SR. and its armature falls to the normal position to deenergize the winding of the battery field relay BR. to cause its armature to also fall to the normal position to again cause a reduction in the generator output in the same manner as a previously described. The falling of the armature of the relay PR to the normal position also breaks the energizing connection from the contacts of this relay, second from the top, to the winding of the parallel contactor PI and it falls to the normal position to disconnect the motor M from the power circuit and reestablishes the circuit from the lower pair of interlocking contacts to the winding of the series contactor Sll causing closure of its power and intermediate interlocking contacts and the opening of the lower interlocking contacts to deenergize the winding of the parallel contactor P4 and its armature falls to the normal position to cause the motors MI and M2 to be connected in series across the generator G. with the armature of the contactor Pl in normal position the lower interlocking contacts are opened and cause deenergization of the winding of the parallel contactor P2 and it falls to the normal position to disconnect the motor P2 and cause reenergization oi the winding of the series contactor S23, causing closure 01' the power and upper interlocking contacts and the opening 01' the lower interlocking contacts to cause deenergization of the winding of the parallel contactor P3. This causes the motors M2-M3 to then be connected in series across the generator G and in parallel with the motors MI-M4. With the parallel contactor P3 in the normal position the lower interlocking contacts close and as the lower interlocking contacts of the series contactors S l 4S23 are now closed this causes reenergization o! the winding and closure of the contacts of the shunt field relay SR which again causes reenergization of the winding and closure of certain of the battery field relay contacts BB. in the same manner as previously described to cause reenergization of the winding and closure or certain contacts of the field shunting contactor M thereby increasing the excitation and power output of the generator to the motors which are now connected in series-narallel shunt' circuit relation with the generator G.

Manual backward transition between seriesparalleZ-shunt and series-parallel motor circuit relations With the motors so'connected upon an increase in the current supplied thereto to a given value, as indicated by the transition indicator; TI, upon an increase in-load and a decrease in the'speed of the motors, the transition controller is moved back to the series-parallel positionor the power controller Cismoved backto reduce the'g'ene'rator outputto prevent overloading of the motors.

Upon furtherincrease in the load current-to a value indicated 'on'th'e indicator the transition controller TC'is moved back to the series-par'allel position to deene'rgise'the winding of the motor field shunting co-ntaotor M and shunt the motor field shunting resistors. The motors are then connected in series-parallel relation with the generator and the power controller C is moved back to reduce the current applied thereto and prevent overloading thereof.

Automatic transition Theautomatiomeahs described for causing automatic forward andhackward transition of th'eabovemotor connection is rendered effective by opening'th'e selector switch SS and placing the drum DCI of the 'transitioncontroller in the parallel-shunt position. As will be subsequently described an undesired forward-step of transition can be forestalled beyond the position in which the drum D09 is placed. With the transition of the windings of the shunt and battery field relays SIR-43R and series contactors Sid-#523 takes place through the same connections as previously described and they operatein the same manner to excite the generator G and to connect the motors MiM2MtM4 in seriesmarallel circuit relation with the generator to cause starting and accelerationof the locomotive upon operation of the powercontroller C to increase the power delivered to'the' motors from the generator.

Automatic forward transition between series-- parallel and seriesmamllel shunt 'circitz'tre lotions When the power controller C is moved to any position between land 8 the two windings of the relay'KP are energized through conductors lB-PC. the tap of the resistor R5, conductors lll' llE-llii and NC and the normally closed contacts of the backward transition relay BTR I nineteen miles per hour andthewolta ge' of'the 1 4 generator G increases to a yalue'of 930 volts the current flowing through the resistor R4 and the 'windingof the forward transition relay 'FTR, connected in series across the generator by con-- ductors 8l -I'|9-'-I'2l--82, causes -closure of the contacts of the relay FTR. Closure of "the upper contacts establishes an energizing connection l5 ----|9--'-l33'--l35*-I'3'l'"2l, the closed upper contacts of'the relay BRfand conductors 23 and NC to the winding'of the contactor M to' causethe motor'field' shunting' resistors MRI-MR2 MRS-MR4 to he" shunted across the respective motor fieldwindings and thereby automatically establish. the series-paral'lel=shunt motor connection to the generator G. The contacts'of the contactor M, second from the top, as shown in Figure la are also closed to establish an energizing holding connection to the winding of the oi the relay PM. 7 Closure of the upper contacts of the relay PM establishes a holding circuit'to the winding'comprising conductors l53l55'|'51 bz ztween conductors 149-45! and an energizing circuit through'the upper closedcontacts of the contscter' shown in'Figure la, and conduc tors 55-459 to the winding of the time delay relay TD and the negative return circuit previously mentioned. The 'plunger "and dashpot DPI of the time delay relay TD delays closure of the contacts for six seconds upon energization of the winding to prevent opening of the contacts of the forward transition relay FTR upon shunting of the motor fields which causes a reduction in voltage across the winding to between 860-=900' volts and the armature of the relay FTR-then drops to the normal position. This eters prior to the delayed closure of the contacts of the time delay relay to prevent energization of the winding of *the parallel relay PR which is connected in series with the contacts of the time delayi-elay TD and the lower contacts of the forward transition relay FTR by conductors -33-3l-- -l45-M'l-2'l. The time delay "backward transition relay TDB is also provided lli3e' lg5 with the stationarycontacts of the contactor M,'thi'rd from thebottom, which are closed'when the contactor winding is de'enersized and when energized,- and also with the upperco ntactsof ther'elay SR. and'the resistor R1,

so that'the winding of the relay TDB is enei singed"'wlfi'enthe contacts of the relay SR are closed and when the contacts second from the bot'tom"of the "contactor M are closed. The

plunger and dashpot of the relay TDB delays openingofthe relay contacts for fifteenseconds hut'these contacts open momentarily iupon upward'or downward'movement of the armature of the contactor M durin the time thecontaets second-from thebottom of this contactor aremomentarily opened.

Automatic forward transition between seriesparaZleZ-shunt and parallelrn'otor circuit re- "Z'ations I With the motors connected in -"series'-paralle1- shunt circuit relation with the generator, when the speed of the locomotive increases to twenty-five miles per hour the generator voltage will again increase to 930 volts causing reclosure of the forward transition relay FTR and the reclosure of the lower contacts thereof to establish an energizing circuit to the winding of the parallel relay PR through the closed contacts of the time delay relay TD and conductors lfl-Hi and 3 i. This causes the armature of the parallel relay to rise and cause a reduction in the generator output and transition of the motor connections from the series-parallelshunt to the parallel circuit relation in a similar manner to that described by operation of the manually operable transition controller. The reduction in the generator output and voltage during transition causes the relay FTR to open and as the winding of the relay PR is energized the upper and lower contacts of this relay, shown in Figure 1a, are opened and the two intermediate contacts are closed. With the lower contacts of the relay PR open the portion of the resistor R5 between the taps connected therewith by conductors ISL-I69 is inserted in series with the winding of relay BTR. As the winding of the contactor M is deenergized during transition the contacts thereof are in the position shown in Figure in. After transition of the motor connections from the series-parallel-shunt to the parallel connection the reclosure of the relay SR causes energization of the relay TDB causing the opening of the two lower contacts thereof after a fifteen second delay. The opening of the upper contacts of the relay TDB opens the negative return connection from the conductor I19 but this return connection is maintained through the lower closed contacts of the energized relay KP.

Automatic forward transition between parallel and parallel-shunt relations Forward transition between the parallel and parallel-shunt motor connections is accomplished automatically when the speed of the locomotive increases to fifty-two miles per hour and the generator voltage again increases to 930 volts to again cause closure of the contacts of the relay F'IR and energization of the winding and operation of the contactor M to shunt the traction motor fields and establish the parallel-shunt motor connection and to short out a portion of the resistance in the resistor R4 in series with the winding of the relay FTR through the two closed lower contacts of the contactor M and the two closed contacts second and third from the bottom of the relay PR, and the closed lower contacts of the relay TDB and the conductors lI9-|32--l3i-|23i25--l21-i29. This reduces the drop out voltage of the relay FTR to 580 volts which is above the generator voltage when the traction motor fields are shunted with the motors connected in parallel relation. The relay contacts FTR accordingly remain closed and the winding of the relay TDB is again energized by closure of the contacts third from the bottom of the contactor M to cause the reopening of the two lower contacts of the relay TDB fifteen seconds later. Opening of the lower contacts of the relay TDB opens the shunt connection across a portion of the resistor R4 to increase the resistance in series with the winding of the relay FRT to increase its drop out voltage to 675 volts after build-up of the generator voltage upon the establishment of the parallelshunt motor connection, thereby preventing drop out of the armature of the relay FTR.

Manual forestalling of automatic forward transition As previously mentioned the transition controller is moved to the parallel-shunt position to obtain forward automatic transition of the motor connections between series-parallel, seriesparallel-shunt, parallel and parallel-shunt relations. Under some operating conditions it is desirable to forestall automatic forward transition to any one of these relations, such as a levelling oil of an upgrade for a short distance only which would cause automatic forward transition followed immediately by an automatic backward transition between two circuit relations. To forestall forward automatic transition between any motor circuit relation, when the transition controller is placed in any control position, automatic forward transition cannot take place beyond this controller position selected as an energizing connection from the upper contact of the controller is completed through the upper contacts of the forward transition relay FIR to the winding of the motor field shunting contactor M and another energizing connection is established through the contact of the controller, second from the bottom, through the lower contacts of the relay F'IR and the contacts of the time delay relay TD to the winding of the parallel relay PR.

Automatic backward transition between parallelshunt and parallel motor circuit relations With the motors now in the parallel-shunt circuit relation and the locomotive operating at a speed above fifty-two miles per hour should the load increase and the speed fall to forty-five miles per hour, the generator voltage will decrease to 675 volts, which is the drop out value of the forward transition relay F'I'R and its armature will fall to the normal position shown in Figure la. This causes deenergization of the windings of the relays PMTD and their armatures fall to the normal position and also causes deenergization of the winding of the contactor M and its armature to fall to the normal position to reestablish the parallel motor circuit relation. The momentary opening of the stationary contacts of the contactor M, third from the bottom of Figure 1a, causes momentary deenergization of the winding of the relay TDB to cause its armature to fall to the normal position and be delayed in reclosing for fifteen seconds as described.

Automatic backward transition between parallel and series-parallel-shunt motor circuit relations With the motors connected in parallel an increase in the load current to 2100 amperes corresponding to a reduction in speed to twenty-three miles an hour causes the closure of the upper and the opening of the lower contacts of the backward transition relay BTR as the winding thereof is connected in series with only a portion of the resistor R5 across the shunt NIS in the generator power circuit. The other portion of the resistor R5 is then shunted by the lower closed contacts of the parallel relay PR. With the armature of the relay BTR in contact with its upper stationary contact an energizing circuit is established from the positive train line conductor PC to both of the windings of the relay KP in differential series circuit relation which causes its armature animate to droptothe normal position' openin'g the lower contacts thereof. This opens the' negative return connection from thewi'nding of the parallel relay PR and its armature falls to the normal position.

As described 'above-with-'referenceto ba'ckwa'rd transition betweenithe parallel and series-parallel shunt relationupon operation of the transition controller TC this'c'auses the-followingsequence of operation' of the contactorsand relays.

The dropping of the armature oftheparallel-relay PR causes the dropping of the armatures-ot the relays SR andBR and 'IDB. tThis-causes energization of the overriding solenoid OPS of the governor and connection'o'f the discharge resistor across the:- generator shuntand battery field contactorPZ causes closure'of-the series contactor 23 which causes thetopening of the parallel contactor P3. The opening of the contactor-Pitand reclosure-of the series'contactors' S.M--S23causes reclosure of the eneratorshuntand battery relays SP-'BR.and the relayTDB to-cause an increase in the generatorn-outputflto the traction motors which are now connected-inseries-parallel with the generator causing :a reduction. in the current generated: to a value below .1300samperes, the .drop out value;otithe.backwardatransition relay BTR- and a normalzincrea'se:in"thei.generator voltage necessary to cause closure of the forward transition :relay F'll-R :Jas. previously explained. The 1 dropping; a of :the. relay-3TH; and a closure of the relay'FIR, again; completes. an energizing circuit for. the windingrzoftl'i'e icontactor' M and it closesto. establish aiholdingcircuit foritsiwinding and; causesjdrop out: of .the'; relay TDB; to establish an additional. negative return ficircuit from .the. winding of thexcontact-orcit-a surge of generator current should 1 occur during this transition and cause 2 .closurerzofinthe fr-elay B'ITR and the'opening of the: relay; KP; Also'as previously explained, the. relay-PR; is again: prevented fromcl'osing as ithe-upnerconta'cts ofrelay open bef-oregthe contacts ofjither, time-wdelay relay TD are delayed in closingpfon-isixseconds. The motorsare now;connectediniserieseparallel shunt relation with the; generator,-=;the I relays" PM, BTR and TDB are closedandthe relays-PRtand F'IR are-open and the. locomotive is operating. at less than twenty-three- -;miles;per .hour; It should be pointed outherethat before th'e'contactorM closes themotorsare connected inlseriesrparallel with thexgeneraton and will remain -inathis relation if the. generator voltagedoesnot: pickiup to 930 volts correspondingto iaspeed ofr.,nineteen miles .per hour due toa'rapidrincrease-in 'load on and deceleration of the-locomotive.

Automatic backward transition between seriesparallel-shunt and series-parallel motor circuit relations With. the motors .in series-parallel-shunt circuit relation. when. .thelspeed, falls to, eighteen milesfper, hour-fand'the generator currentrises to 1500 .amperes, the inewgipickup value of the relay BTR, as. thelowencontacts-ot the; parallel relay now short. outta portion of-.-the resistance R5;- in series with the winding; of the; relay; B'Illt, the relay-.- will reclose to again cause drop. outiof the relay. qand' cause opening-got the negative. return connection. from the cwindingeoitthe icon-- motor M' and it will drop out and-shunt the motor field shunting resistors MB -MR2MR3-MR4 to establish the series-parallel motor connection with the locomotive operating at less than eighteen miles per hour.

Multiple control The train line control connectionsprovidedenable other. locomotive units h'avingsimilar. manually operable master power and transition controllers, or power controllers and automatic transition controlmeans to be connected in multiple for control and operation in multiple from the power and transition controllers of any locomotive unit or from any locomotive unit having only a power controller and automatic transition controlling means.

I claim: 1. Agenerating electric traction and control system comprising'power generating plant,.-.out'- put control means therefor, traction motors, means for connecting said. motors indifferent power circuit relations w'ithsaid power .plant, interlocking and control connections: including manually operable and automatic control means between said motor connecting means andsald output control means for causing. a reduction in power supplied to said motors during. a change in the motor connections, said automatic control meansacting in response to electrical. conditions ineach motor circuit connection, and. means operable manually for rendering said manual control means solely effective or effective in combinationwith said automatic control meansto'forestall operation of said motor connectingime'an's .by said automatic control means.

2. A generating electric traction and control system comprising power generating plant, output control means therefor, traction motors,

.means' for connecting said motors in different .power circuit relations with said power plant, interlocking and. control'connections including manually operable and automatic controlimeans between said motor connecting means and said output control means for causing a reduction in power supplied to said motors during a change in the motor connections, said automatic control means acting in response to electrical conditions in each motor circuit connection, and meansoperable' manually for rendering said manual control means solely effective or effective in combination with said automatic control means to forc stall operation of said motor connecting means by said automatic control means in response 'to the electrical conditions in certain of said motor circuit relations.

3. A generating electric traction and control system comprising a power plant, output varying means therefor, power connections from said power plant including traction motors and switching means for transferring the motor connections with respect to said power plant, interlocking and control means and connectionsbetween said output varying means and said switching means for causinga reduction inthe output of said power plant during transfer of. said motor power: circuit connections, said interlocking and control means and connections including ma'nually operable and automatic transition control means for said output varying 'meansand said switching means, said automatic transit-ioncomtrol means being operable in response'tovari-ations in electrical conditions in said power'ci rcuit connections, and manually operable means for rendering said manuallyoperable transition cork trol means effective and for rendering said automatic and said manual transition control means effective, said manual transition control means then serving to forestall control of said power plant output varying means and said switching means by said automatic transition control means for certain electrical conditions in said power connections.

4. A generating electric traction and control system for a locomotive comprising traction motors for driving the locomotive, excitation reducing means for said motors, a power plant for said motors, output varying means for said power plant, power connections including switching means for transferring the power connections of said motors with respect to said power plant, control and interlocking means and connections between said motor excitation reducing means, said power plant output varying means, and said switching means to cause combined and sequential operation thereof for causing reduction in the power plant output during transition of the motor power connections and operation of said motor excitation reducing means for each motor power connection, said control and interlocking means and connections including manual operable and automatic control means for controlling the above described combined and sequential operation, said automatic means acting in response to the electrical conditions in the power connections, and manual means for rendering only said manual transition means effective and for rendering said automatic means effective and for rendering said manual transition effective to forestall certain of the above described combined and sequential operations upon operation of said automatic transition control means.

5. A generating electric traction and control system for a locomotive comprising traction motors for driving the locomotive, motor excitation reducing means, a power plant for said motors, power plant output varying means, power connections including switching means for causing transition of the motor power connections between diiferent power circuit relations with said power plant, control, interlocking and train line connections between said motor excitation reducing means, said power plant output varying means and said switching means to cause combined and sequential operations thereof for causing a reduction in the output of said power plant during transition of the motor power circuit relations and a reduction in the motor excitation for each power circuit relation, said control, interlocking and train line control connections including a manually operable master power output controller, a manually operable master motor transition controller and automatic motor transition control means operable in response to electrical conditions in said motor power circuit relations, and a manually operable selector switch for rendering only said master transition controller effective for controlling said above described combined and sequential operations and for rendering the automatic transition control means effective for controlling said operations and at the same time rendering said master transition controller effective for forestalling certain of said operations.

6. A generating electric traction and control system for a locomotive comprising traction motors, motor excitation reducing means, a power plant, power plant speed, load and output regulating means including overriding means to reduce the output of said power plant, power connections including switching means for causing transition of the motor power connections between different power circuit relations with said power plant, interlocking, control, and train line connections between said motor excitation reducing means, said overriding means, and said switching means to cause combined and sequential operation thereof for causing a reduction in the output of said power plant during transition of the motor circuit relations and a reduction in the motor excitation for each circuit relation, said interlocking, control and train line control connections including a manually operable master power controller for said regulating means, a manually operable master transition controller and automatic transition control means responsive to electrical conditions in each of the motor power circuit relations for said switching means and a selector switch for rendering either said transition controller or the automatic transition control means effective and the manual transition controller effective to forestall certain operation of said switching means by said automatic means.

7. A generating electric traction and control system for a locomotive comprising a power plant comprising a prime mover and electric generator, power plant speed, load and power output regulating means including generator excitation varying means, traction motors for driving the locomotive, motor field shunting means, a plurality of switching means included in said power circuit for causing transition of said motor power circuit relations with respect to said generator and for shunting said motor fields for each circuit relation, a manually operable master power controller for said power plant regulating means, a manually operable master transition controller and automatic transition control means for said switching means and a manually operable selector switch for rendering said transition controller solely effective or effective in combination with said automatic transition control means to forestall certain control action thereby, said automatic transition control means being responsive to variation in electrical control conditions in each of said motor circuit relations, said power plant regulating means, said motor field shunting means, said master controllers, said automatic transition control means and said switch being connected in a control circuit including train line conductors to cause combined and sequential operation of said switching means for causing a reduction in the generator excitation and output upon transition of said motor circuit relations and shunting of said motor fields for each circuit relation in response to operation of said master transition controller or automatic transition control means if not forestalled by operation of said selector switch and master transition controller, said train line control conductors serving to connect similar regulating and switching means and control apparatus on other locomotives for multiple control and operation therewith.

8. A generating electric traction and control system comprising a power plant including a prime mover, an electric generator driven thereby, speed, load and output varying means for said power plant responsive to'the speed thereof, electric traction motors, field shunting means for said motors, a power circuit between said generator and said motors including switching means for transferring the motor circuit relations and for shunting the motor fields, interlocking and control means and connections between said power plant'speed, load and output varyingmeans and said switching means for causing 'combinedan'd sequential operation thereof for transferring, the motor circuit connections and .for reducingv the output of the, power plant during transferof the motor circuit connections andalso for'shunting the motor fields prior to and after transfer of the circuit connections, manually operable control means and automatic control means for controlling the combined and sequential operation of ,said switching means, and means operablemanof said motors shunted.

9. A generating electric traction and. control system comp-rising a power plant includingv a prime mover, an electric generator driven thereby, speed,-loadand output varying meansfor said powerplant'responsive to the speed thereof,elec- ,tric traction-motors, field shunting meansfor said motors, a'power circuit between said generaator and said motors including switching means for transferring the motor circuit relations and for shunting the motor fields, interlocking and control means and connections between said power plant speed, load and output varying means and said switching means for causing combined and sequential operation thereof for transferring the motor circuit connections and for reducing the output of the power plant during transfer of the motor circuit connections and also for shunting the, motor fields prior to and after transfer of the circuit connections, manually operable control means and automatic control means for controlling the combined and sequential operation of said switching means, and means operable manually to render said automatic control means and said manual means effective in combination for forestalling certain of the combined and sequential operations of said switchin means in response to action of said automatic means, and for rendering only said manually operable means effective, said automatic control means acting in response to electrical variations in each of said motor circuit relations with and without the fields of said motors shunted, said manual control means having train line and control connections connected thereto for controlling other similar switching means in multiple.

10. In a generating electric traction system for a locomotive, an engine, an electric generator driven thereby, excitation varying means for said generator, engine speed responsive means for controlling the speed of said engine and generator excitation varying means, means for varying the response of said speed responsive means for causing said engine and generator to operate at any one of a plurality of constant values of speed, load and output, a manually operable master power controller for controlling said speed response varying means, means for overriding control of said speed response varying means by said power controller to cause a reduction in the output of the engine and generator, a plurality of traction motors for driving the locomotive, a power circuit between the generator and motors includin switching means for transferring groups of motors between series and parallel circuit relations-with the generator, and for shunt- 'ing the motor fields to, establish: series shunt. and parallel s unt/motor circuit relations,.,interlocking and; control means and connections between said-switchingmeans and said overriding means for causing: combined and sequential operationv of said switching :means'for causing operation of saidioverriding means, during transition of the motorzconnectiona'a manually operable master atransition controller and automatic transition controlimeans included in said, interlocking and control means and connections for controllingthe -combined and sequential operation of said switch- .ing means, ,said automatic transition control ameanst acting -iin response. to electrical conditions in each 'of-said'motor circuit-relations, and ;,a :manual switch-also included in said interlocking and control meansand connections for rendering only said' master transition controller effective or iorcrendering {said automatic transition control means effective and, said master transition con rtroller efiectivepto forestall operation of said switching, .means said automatic meansin re- 1 11. In;-a genera-ting electric traction system for a- 'locomotive an engine, an electric generator ,driven thereby,excitation varying-means for said generator, engine speed responsive means for controlling the speed of said engine and generator eX- citation varying means, means for varying the response of said speed responsive means for causing said engine and generator to operate at any one of a plurality of constant values ,of speed, load and output, a manually operable master power controller for controlling said speed response varying means, means for overriding control of said speed response varying means by said power controller to cause a reduction in the output of the engine and generator, a plurality of traction motors for driving the locomotive, a power circuit between the generator and motors including switching means for transferring groups of motors between series and parallel circuit relations with the generator and for shunting the motor fields "to establish series shunt and parallel shunt motor circuit relations, interlocking and control means and connections between said switching means and said overriding means for causing combined and sequential operation of said switching means for causing operation of said overriding means during transition of the motor connections, a manually operable master transition controller and automatic transition control means included in said interlocking and control means and connections for controlling the combined and sequential operation of said switching means, said automatic transition control means acting in response to electrical conditions in each of said motor circuit relations, and a manual witch also included in said interlocking and control means and connections for rendering only said master transition controller effective or for rendering said automatic transition control means effective and said master transition controller effective to forestall operation of said switching means by said automatic means in response to electrical conditions in certain of said motor circuit relations, said master power and transition controllers having train line control connections leading therefrom to control other locomotives having similar manual and/or automatic control means when connected thereto.

12. A generating electric locomotive, a power plant comprising an engine, a generator driven thereby, speed, load and output means for said power plant, a master power controller for said speed, load and output varying means, overriding means for said master power controller for causing a reduction in the power plant output, a plurality of traction motors, power connections between said generator and motors including individual switching means for connecting separate groups of motors in series with said generator, separate switching means for connecting each motor in parallel with aid generator and switching means for shunting the motor fields to estab lish a shunt connection, control and interlocking means and connections between said speed, load and output varying means and said switching means for causing combined and sequential operation of said switching mean to cause transfer of the individual motor connections between series, series shunt parallel and parallel shunt circuit relations, the individual motor connections being transferred one at a time between the series shunt and parallel circuit and the overriding means being operated to reduce the power output during this transfer of the individual motor connections, a master transition controller and automatic transition control means for controlling the combined and sequential operation of said switching means, and a selector switch for rendering the master transition controller solely efl'ective or effective in combination with said automatic transition control means to forestall certain combined and sequential operation of said switching mean by said automatic means, said automatic control means being responsive to electrical conditions in each of said motor circuit relations.

TORS'I'EN O. LILLQUIST.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

